SS/CS, and SS/DM, from 87, to 2010. Went maybe once or twice a year at most. Ran locally since 71 in pounds per cubic inch classes at Bethany Missouri. Only set one NHRA record at Louisville Kentucky in I think 04, in SS/CS. Steve Thomson was driving for me then, his 87 East Texas Camaro, my engine. Set several IHRA records in that time period in same class. Never was much of a hitter in SS/DM. 5.85 120 in the 1/8th, and I think the record at that time was 5.73. The Buick stuff wasn’t quick enough against the 15 degree heads. My bad. Also ran AHRA with a 64 chevelle in 77. And in 80 with a D/Econo dragster. We were in a Super Chevy Magazine that year, but we were never a real threat. I was just learning back then, and had all the time in the world, but little money. We have ran 116 mph in SS/CS in the 1/8th, and 142 and change in the 1/4. With phase 2 bow ties, clutching ever gear. And 149 and change in SS/DM. That’s about it.

I’ve got several pictures of my cars, but I’ll be honest, I don’t really know how to post them. We have videos on YouTube with the cobalt at Osceola Indiana, if you google cobalt at Osceola Indiana. And there’s an article on us in Drag Illustrated in I think January 2009, or 2010. We just sold the the cobalt a couple months ago to Ed Carpenter in Austin Texas. He was a hitter in NHRA SS/K before this. Thanks for the ink, but plenty of people more worthy then I.

I’ve got several pictures of my cars, but I’ll be honest, I don’t really know how to post them. We have videos on YouTube with the cobalt at Osceola Indiana, if you google cobalt at Osceola Indiana. And there’s an article on us in Drag Illustrated in I think January 2009, or 2010. We just sold the the cobalt a couple months ago to Ed Carpenter in Austin Texas. He was a hitter in NHRA SS/K before this. Thanks for the ink, but plenty of people more worthy then I.

Best engine build ever? Let me think. It’s one of 3 I’d say. One was the 291” we had. It was a iron bow tie deal that truly ran some speeds in SS/CS that for that head, I don’t know has been equaled to this day. 142.67 at Cordova at 10.5 #’s per inch, with a NHRA legal 750 carburetor, 4 forward gears, clutching every gear, and a cast bow tie intake was one.

Engine 2. Maybe the 289” Brodix spec head that put out 592 hp with the heads unported, Stock Block, and a cast hurricane intake, one 750, clutching every gear, and running 6.29 109 and change in the 1/8th mile, at 10.5 #’s per cid, and setting the local track record at the time.

Engine 3. Maybe the 336” I did for Pat ward to run locally in a class called Modified stock. Flattop pistons, hydraulic flat tappet cam, Stock rods, and crank, steel pan, full exhaust, no headers, 350 turbo, 4.11 gear, dot tires, 3,400#’s, no trans break, 200 cc Dart’s, unported, dual plane, legal 750 carburetor, stamped steel rockers, 7.41 1/8th, which is I think 11.60’s in the 1/4 mile. Never beaten in class locally, and still held the record years after he quit. Some stockers out there could have actually went quicker with that combo, but they’re an elite bunch.

Everything was on a 4.020, 4.030, or 4.040 bore, and a custom stroke. I did one a couple of years back, with a 3.905 bore, and a 3.16 stroke that surprised me. Limited to .600 lift, a dual plane, and a 6.14 gear with slicks, unported 200 cc darts, and it went 6.96, at 105.45. At 3,300 #’s. But again, I want everyone to know, with that combo, some stocker guys would have been in the mid to low 6’s. They truly are way sharper then me. I’ve witnessed it. And they ain’t sharing.

Registered

Been around this small inch stuff most of my life and would really enjoy some time with Randy. If i were in his area, I would probably drive him crazy. I actually ran a 331 ci in Super Comp's early days. 1400 lb car would run 8.30's on a good day. Randy's common sense approach I find quite refreshing.

Registered

Been around this small inch stuff most of my life and would really enjoy some time with Randy. If i were in his area, I would probably drive him crazy. I actually ran a 331 ci in Super Comp's early days. 1400 lb car would run 8.30's on a good day. Randy's common sense approach I find quite refreshing.

Registered

In 76, 77, and 78, we ran a Borg and Beck Hays, I believe, with 3,000# on base, with a rag clutch, with a M-22 Muncie 4 speed. In 82, 83, and 84, we ran a Hays 12 bolt pressure plate with a six pad clutch, and an 18# aluminum flywheel, with 1,800# on the base, with a Doug Nash 4+1. Quite a Cadillac compared to the old M-22 Muncie we were running. We stayed with the Nash, and various long style only pressure plates. ( the best in my opinion)till about 97. Then went to a faceplate GForce. Then went to aluminum hats, all aluminum pressure plates, tried ever conceivable concept in size, weight, pressure, etc. even tried Rob Youngblood’s 9” duel disc setup with the cobalt, and a clutchless G-Force. The G-Force faceplate, clutch and clutchless is the best thing going in my opinion. Now, I think the Liberty with the dual cluster shaft is mandatory for real high horse power engines.

That’s a rough rundown of what we did. We also tried dozens of gear ratios in the trans, and 4 different ratios in the rearend.

My valve spring have about a dozen passes on them and, as part of my maintenance, I check opening pressure. new they checked in at 300 lbs. Now they check at 260-280 lbs. At what point should I change them?
540 BBC, AFR 357 heads, solid roller cam 806/765 lift

Currently using a Simpson Hybrid that is a few years old. Want to upgrade to something newer this year for myself and or my son who is about the same size. What are you using,and what do you recommend?